bassett



'(No Model.)

- 2 Sheets-Sheet; 1. N. O. BASSETT.

ELECTRIC 'IGNITBR FOR GAS ENGINES.

No. 359,552. Patented Mar. 15, 1887.

N. PETERS, Phum-Lilhographur, Wnh'mglnn. D C- (No Model.) 2 Sheets-She'et 2 I .N. 0. BASSETT.

ELECTRIC IGNITER FOR GAS ENGINES.

No. 359,552. Patented Mam-15, 1887.

- lmreniurt UNITED STATES PATENT OFFICE.

NORMAN O. BASSE'II, OF CHICAGO, ILLINOIS, ASSIGNOR TO \VILLIAM E. HALE,OF SAME PLACE.

ELECTRiC IGNITER FOR GAS-ENGINES.

SPECIFICATION forming part of Letters Patent No. 359,552, dated March15,1887.-

Applicaiion filed June 3, 1566. Serial No.20i088. (No model.)

To (ZZZ whom it may concern:

Be it known that I, NORMAN O. Bassnr'r, a citizen of the United States.and a resident of Chicago, in the county of Cook and State of Illinois,have invented certain new and useful Improvements in Electric Ignitersfor Gas-Engines, of which the following is a specification.

My invention is intended for use in that class of gas or flame enginesin which the explosive or combustible mixture or substance-is ignited bymeans of an electric spark; and it consists in a magneto-electricgenerator, the elements of which are mounted partly upon stationary andpartly upon moving parts of the engine itself. It further consists inregulating devices for rendering the generated currents as nearly aspracticable of uniform strength during the whole phase of generation;and it also consists in the construction and arrangement of devicessubstantially as hereinafter more particularly set forth.

Heretofore many devices or forms of apparatus have been proposed for thepurpose of igniting the combustible material in gas-engines; butthesehave depended, however, upon the use of some sort of a completegenerator, either in the form of batteries or magnetoelectric or dynamomachines, or similar generators which were independent in theirconstruction from the gas-engine itself, and were simply arranged injuxtaposition to or upon said engine, and receiving power when necessaryfrom the engine or from some devices connected therewith. \Vhen chemicalgenerators have been used, it has been found difficult to keep them inworking order, owing'to their liability to run down, and it has beenalmost impossible to keep the current constant, so that the spark wouldbe sure to occur at every desired moment. In using the separate dynamicor magneto-electric generators it has been difficult to insure aconstant current, owing to the liability of the belt to slip over thedrivingpulley, and also to the wear of the commutators and brushes; and,aside from the comparatively high cost of such machines and the delicateadjustments required, the maintenance of such machine has been foundexpensive and difficult, sothat their use is quite objectionable.

The objectof my present invention is to overcome these difiiculties, andto provide an apparatus that will be practically operative and at thesame time be of low cost in itself; and to this end I dispense wit-h theuse of belts, commutators, brushes, revolving spindles, and other partsexp osed to wear or misadj ustment, and provide a simple arrangement ofdevices which once adjusted will always be ready for use whenever theengine is to be operated.

Another important feature of my invention consists in generating thenecessary current to produce the igniting-spark only during a limitedportion of the time during which the engine operates, thereby saving alarge proportion of the power usually consumed in driving the generator.

IVhile my invention maybe applied to many and various styles of engines,and may be applied in various ways, I have illustrated in theaccompanying drawings one form which I have found to be practicable, andwhich involves the essential features of my invention.

In said drawings, Figure 1 represents a side elevation of a portion ofthe balance or fly wheel of a gas-engine and bed therefor with mygenerating apparatus attached thereto. Fig. 2 is a plan view, partly insection, of the same. Fig. 3 is a side elevation showing a modifiedarrangement of my apparatus. Fig. 4 is an end elevation of the partshown in Fig. 3. Fig. 5 isa diagrammatic illustration of thecircuit-connections, showing one form of circuit-breakin g device.

In the drawings, A is the fly-wheel, and B the center line of the engineor axis of the cylinder; 0, the cross-head pin, showing its positionrelative to that of the crank-pin D when the latter is within thirtydegrees of the cen ter line, B, or, more technically expressed, withinthirty degrees of the back center.

E represents the upper line of the enginebed, and F the lower line ofthe same.

Suitably secured to the bed of the engine, as by a bracket-casting, G,are a number of spools or coils of insulated wire, wound upon soft-ironcores supported in said bracket, and from which the cores may beinsulated, if desired. Ihese cores are preferably arranged in pairs, oneon each side of the rim of the balance-wheel, and I have shown fivepairs in the drawings, though the number may be varied to suit theexigencies of the case.

Located upon the rim of the fly-wheel are arranged a series of permanentmagnets, I, of tempered steel, magnetically insulated therefrom, andpreferably placed at a distance from each other equal to the distancebetween the pairs of spools H, and these are so arranged that as thefly-wheel revolves the permanent magnets I are carried between the pairsof spools H H, the poles of the magnets passing close to but nottouching the cores of the spools.

It is well known to those skilled in the art of electrical science thatwhen a permanent magnet is caused to approach asoft-iron core,surrounded by a coil of insulated wire con nected in a closed circuit, acurrent of electricity is induced in the coil in a certain direction,depending upon the approaching pole of themagnet, and a return orreverse current results if the magnet is rapidly drawn away from thecore. It is also known that the intensity of these currents variesdirectly as the speed of approach and withdrawal within certain limits,and inversely as the square of the distance between the magnets andcores. I avail myself of these principles in applying my invention, andas it is well known that the rim of the fly-whcel of a gas-engine is themost rapidly-moving part thereof, and when properly constructed it runswith such truth and steadiness that the variation is scarcelynoticeable, I am enabled to so arrange the magnets that they may be madeto pass very close to the ends of the cores containing the coils ofwire, thus giving the most favorable conditions for the generation ofcurrents of high potential or tension, such as is best adapted, forinstance, to ignite a mixture of gas and air under pressure.

It is evident that when the magnet 1 approaches the pair of spools H, acurrent is generated in the wire surrounding said spools in thedirection, say, of right-hand rotation around the cores but the instant1 passes the center of the spools H a current is generated in thereverse or left-hand direction of the cores. "When the magnet Iapproaches the spools H a right-hand current results in the coilsthereof, and at the same time a similar current is generated in thecoils of H, because of the approach toward the latter of the magnet l Asthe two magnets are now in action, the current generated in the coilswill be twice as effective as that resulting from the action of onemagnet. It will thus be seen that as the live magnets shown in thedrawings are successively brought into action the current increasesuntil the center magnet is opposite the center pair of spools, and thendecreases until all are out of action. Now, it is at this point ofstrongest current, or as near to it as possible, that the igniting-spark should be obtained.

One way of windingand connecting the spools is illustrated in full linesin the diagram shown in Fig. 5. As the north pole of the magnet Iapproaches the coils H, a can rent will be induced therein in thedirection indicated by the arrows a in one coil, and in the oppositecoil in the direction indicated by the arrow a and when the magnetpasses beyond the center of the cores H a reverse current will beinduced in the coils thereof. It the wires 2) I) are connected to acontac breaker, M, at one end and include the coils H, and the piston l?is located and arranged so that the projection N thereon will at theback end of its stroke cause the contactbreaker to open the circuitsuddenly, while either the right or left hand currents are passingthrough the wires, a spark will result, igniting the explosive mixturein the enginecylinder and imparting an impulse to its piston.

In the diagram referred to it will be seen that the coils of the magnetsH, H, H", and are all connected either in series (full lines) or on eachside in multiple arc (dotted lines) in the circuit of the coils 1'1 andof the circuit-breaker. The cores of said magnet are partially energizedby the currents generated in coils H. As the successive permanentmagnets approach the cores of the successive coils, the currentsgenerated in the latter will all flow together into the ignitingcircuit,and the cumulative action of these currents will give rise to a morepowerful spark at the circuitbreaker when operated at this juncture.

It has been found by trial that when one magnet and one pair of spoolsare used it is extremely difficult to break the circuit at the exactinstant when the current is at its height, and therefore either no sparkor a feeble spark results. While it has been found possible to producewith a single apparatus explosions at a large majority of the breaks,still to produce this unsatisfactory result such delicate adjustment ofthe relative motions of the magnet and contact-breaker are required thatthe apparatus is impracticable from a commercial standpoint.

iVith the present invention any number of magnets and pairs of coils maybe used, thus extending the currents over such an interval of time as tomake it certain that one of the currents will be caught at a pointsufficiently high to produce the required spark, and the relativemotions of the magnet and circuitbreaker have a wider range ofadjustment.

In order to make the action of my improved device still more certain,asecond series ofpermanent magnets may be used, whose action shall beintermediate between the first series, and they may be arranged asindicated at X, Fig. 1.

Another arrangement used to produce what may be termed a diflerentialaction consists in placing a greater number of magnets in the same spaceas that occupied by a smaller num ber of pairs of coils, as is indicatedin Fig. 3, where I have shown six permanent magnets occupying the samespace as the corresponding five pairs of coils. The action resultingfrom such an arrangement will be that some of the magnets will beapproaching the coils while others are receding from them, as in theformer arrangement, but with this difference, that more of the coilswill be either approaclr ing or receding than the converse, and thedirection of the current in the wire b b will be either right or lefthand,according to the pie ponderance of the effect of the approaching orrecedingmagncts. It willbe seen,however,tha t until I arrives at thepoint opposite II this preponderance is in favor of the approachingmagnet, and therefore the current will be continuous up to this point ina positive or righthanded direction. It will also be evident that afterI has passed H the superior strength will be with the receding magnets,and a continuous currentin the negative or left-handed directionwill result until I has passed out of action. By this arrangement and bya proper rotation of the parts relative to each other the spark may beproduced with either the positive or negative currents, as desired, andby using a sufficient number of magnets and coils these currents may becontinued even to the extent of time required for one-half a rotation ofthe fly-wheel, affording ample opportunity forebtaining the explosion atalmost any point of the stroke of the engine-piston desired, and withabsolute certainty. It will be noted, however, that the preponderance ofthe approaching over the receding magnets, or vice versa, cannot at anytime be due to more than one magnet when they are used in the proportionof six to five, and therefore each magnet and pair of spools must bepowerful enough to produce the spark with certainty, and the onlyadvantage of this differ ential arrangement in that case is that thetime in which the spark can be produced is greatly extended. However, ifthe magnets and coils are used in the proportion of seven to five, thepreponderance of current will be equal to two magnets, and if used inthe proportion of ten to five the excess will be five, and the apparatusmay be of the same size as in the first case.

In Figs. 3 and 4 I have illustrated a modified arrangement, in which aseries of permanent magnets are secured to a bracket, B, bolted to theframe of the engine. On the ends of these horseshoe-magnets are securedsoftiron cores, wound with insulating-wire, which becomes the poles ofthe magnet. On a bracket, 13 which is bolted to the fly-wheel, aresecured a series of soft-iron bars, which act as keepers or armaturesfor the permanent magnets. Now, as the fiy-wheel revolves, the keeperspass before the poles of the magnet, changing their magnetic conditionand producing currentsin the spools thereon,according to the sameprinciples of magnetic induction which have been described in referenceto the first arrangement.

In the arrangements described the magnetic action is intended to besufticiently strong to produce a spark while the fiy-wheel is revolvingat such a speed as a man can give it in starting the enginesay at therate of a hundred revolutions a minute. If the generator is madesufficiently strong to produce an explosion at this speedat a hundredand sixty or two hundred revolutionsthe spark will be so strong as toendanger the durability of the parts of the contact-breaker, and Itherefore introduce into the circuita rheostat or resistance-coil andprovide suitable mechanism for varying the resistance of the circuit.This may be accomplished by hand or may be controlled automatically bythe speed of the en gine in various ways, one of which is illustrated inFig. 3. In starting the engine the whole resistance coil is thrown outof the circuit, and as the speed of the engine increases the resistanceis gradually thrown into the circuit in proper proportion, so that thecurrent will be regulated to produce the spark.

In Fig. 3 I have illustrated one form of the resistance-coil (lettered Rhaving a short-circuiting bar or lever, S, which may be moved by hand orconnected to the governor of the engine, as shown in Fig. In the diagramFig. 5 I have represented this resistance coil and lever.

If desired, in place of the resistance or in connection therewith, ashuntcircuit may be provided, which shall be connected with coilsarranged upon the permanent magnets, and the current passing through thecoils will strengthen said permanent magnets in a manner wellunderstood.

When the permanent magnets are arranged upon the bed of the machine, asshowninI ig. 3, the shunt-circuit may pass directly to the coils on saidmagnets; but when they are arranged on the rim of the fly-wheel, asshown in Fig. 2, some means must be provided for conveying the currentto the magnets, and this may be done by placing an insulatingring uponthe hub of the wheel and connect ing it to the coils on the magnet, orcontact brushes may be arranged in juxtaposition to the rim of thewheel, which will convey the current as desired.

While I have thus described my invention with sufficient detail inreference to the drawings, so that the principle thereof may be clearlyunderstood, I do not desire to limit myself to any of the details shown,as it is evident that one skilled in the art can arrange the cooperatingparts necessary to carry out my invention in many and various ways otherthan those shown without departing from the principle of my invention.For instance, the moving part of the generator, whether it be thearmature or feed-magnet, may be mounted upon any moving part of theengine, whether a rotary part, as shown, or a reciprocating or vibratingpart.

\Vhat I claim is 1. A sparking device for gas-engines, consisting,essentially, of a magneto-electric generator, part of which is mountedupon a sta tionary portion and part upon a moving portion of the engine,and aeircnit-breaker operated by the engine, substantially as described.

2. A sparking device for gasengines, consisting of a magneto-electricgenerator, partly mounted upon a stationary portion and partly mountedupon a shaft of the engine, and a cireuit-breal er operated by a movingpart of the engine, substantially as described.

3. An electric igniter for gas-engines, con sisting of a magnetoelectric generator, partly mounted upon and partly in operative relationto the flyavheel of the engine, and a circuit-breaker operated by amoving part of said engine, substantially as described.

4t. An electric igniter for gas-engines, consisting of a magnetoelectricgenerator, the generating-coils of which are mounted upon a stationaryportion of the engine, and the arinature of which is mounted upon amoving portion of the engine, and a circuit-breaker connected to saidgenerator, substantially as described.

5. An electric igniter for gasengines, consisting of a series ofelectroanagnets upon a stationary part of the engine, and a series ofarmatures upon a moving portion thereof, the said magnets and armaturesarranged to sueeessively approach and recede from each other, asdescribed, for accumulative action, and a eircuit-breaker.

6. An electric igniter for gas-engines, consisting of a nu inber ofgenerating eleetro-magnets mounted upon a stationary part of theengine,a greater number of armatures mounted upon a moving part of saidengine, arranged to successively approach and recede from each other forcumulative ditierential action, and a circnit-lneaker, substantially asdescribed.

7. The combination, in an electric igniterforgasengincs,ot'amagneto-electricgenerator, a circuit'breaker, and arheostat and switch operating to throw more or less resistance into thecircuit, substantially as described.

8. The combination, in an electric igniter for gas-engines, of a bracketsecured to the frame of the engine and carrying a series of pairs ofeleotro-magnets, and a ily-wheel carrying a series of permanent magnetssecured to the rim thereof and adapted to operate as armatures and topass in close proximity to the elcctro-magnets on the brackets as thedywheel revolves, substantially as described.

In testimony whereot'l have signed my name to this specification in thepresence of two subscribing witnesses.

NORM AN 0. BASSEIT.

Witnesses:

\VILLIAM E. SLossoM, EDGAR L. Hayes.

